Center beam car with deep upper beam structure

ABSTRACT

A center beam car has a main deck structure extending laterally from a main center sill, a laterally extending top truss structure, and a central vertically oriented web work structure for carrying vertical shear loads. The center beam so formed defines bunks upon in which to carry cargo. The upper region of the web-work structure includes a deep upper beam structure that has downwardly extending planar surfaces. The surfaces provide a bearing area against which bundled loads can be secured. The surfaces are inwardly reinforced to discourage deflection between adjacent upright members of the vertical web work.

This application is a continuation of U.S. patent application Ser. No.09/457,615 filed Dec. 8, 1999.

FIELD OF THE INVENTION

This invention relates generally to center beam rail road cars, and, inparticular, to center beam cars having a deepened upper beam structure.

BACKGROUND OF THE INVENTION

Center beam railroad cars have a pair of end structures mounted onrailroad car trucks. A center sill extends the length of the car betweenthe end structures. A deck extends laterally outward from the centersill above, and between, the end structures. A pair of end bulkheadsstand at the ends of the car and extend transversely of the rollingdirection of the car. A center beam structure, typically in the natureof a truss, stands upright from the deck and runs along the longitudinalcenterline of the car between the end bulkheads. The center beam is adeep girder beam whose bottom flange is the center sill, and whose topflange is the top truss (or analogous structure) of the car. Typically,a web work structure for carrying vertical shear loads, such as an openframework of posts and diagonal braces, extends between the center silland the top truss. An upper beam assembly, that is, the upper or topflange end of the center beam, is usually manufactured as a wide flange,or flange-simulating truss, both to co-operate with the center sill toresist vertical bending, and also to resist bending due to horizontalloading of the car while travelling on a curve. Center beam cars arecommonly used to transport packaged bundles of lumber, although otherloads such as pipe, steel, engineered wood products, or other goods canalso be carried.

The space above the deck on each side of the center beam forms a bunkupon which bundles of wood can be loaded. The base of the bunk hasrisers that are mounted to slant inward, and the center beam itself istapered from bottom to top, such that when the bundles are stacked, theoverall stack leans inward toward the longitudinal centerline of thecar. The load is most typically secured in place using straps or cables.The straps extend from a winch device at deck level, upward outside thebundles, to a top fitting. The top fitting can be located at one ofseveral intermediate heights for partially loaded cars. Most typicallythe cars are fully loaded and the strap terminates at a fitting mountedto the outboard portion of the upper beam assembly. In as much as theupper beam assembly is narrower than the bundles, when the strap isdrawn taut by tightening the pawl, it binds on the upper outer comer ofthe topmost bundle and exerts a force inwardly and downwardly, tendingthereby to hold the stack in place tight against the web of the centerbeam.

Each bundle typically contains a number of pieces of lumber, commonly2×4, 2×6, 2×8 or other standard size. The lengths of the bundles vary,typically ranging from 8′ to 24′, in 2′ increments. The most commonbundle size is nominally 32 inches deep by 49 inches wide, although 24inch deep bundles are also used, and 16 inch deep bundles can be used,although these latter are generally less common. A 32 inch nominalbundle may contain stacks of 21 boards, each 1½ inch thick, making 31½inches, and may include a further 1½ inches of dunnage for a total of 33inches. The bundles are loaded such that the longitudinal axes of theboards are parallel to the longitudinal, or rolling, axis of the cargenerally. The bundles are often wrapped in a plastic sheeting toprovide some protection from rain and snow, and also to discourageembedment of abrasive materials such as sand, in the boards. The bundlesare stacked on the car bunks with the dunnage located between thebundles such that a fork-lift can be used for loading and unloading.

It has been observed that when the straps are tightened, the innermost,uppermost boards of the topmost bundle bear the greatest portion of thelateral reaction force against the center beam due to the tension in thestraps or cables. It has also been observed that when these bundles bearagainst the vertical posts of the center beam, the force is borne overonly a small area. As the car travels it is subject to vibration andlongitudinal inertia loads. Consequently the plastic sheeting may tendto be torn or damaged in the vicinity of the vertical posts, and theinnermost, uppermost boards can be damaged.

The physical damage to these boards may tend to make them less readilysaleable. Further, whether or not the boards are damaged, if the plasticis ripped, moisture can collect inside the sheeting. This may lead tothe growth of molds, and may cause discolouration of the boards. In somemarkets the aesthetic appearance of the wood is critical to itssaleability, and it would be advantageous to avoid this discolouration.

In part, the difficulty arises because the bearing area may be toosmall. Further, the join between the upstanding web portion of thecenter beam and the upper beam assembly can coincide with the height ofthe topmost boards. This join is not always smooth. Further still, whenthe posts are fabricated, the flanges of the posts may not standperfectly perpendicular to the webs of the respective posts. That is,the post flanges may not be co-planar with the side webs, or legs, ofthe adjoining top chord, such that one edge of the flange may be twistedso that it bears harder against the bundles than another.

It is also desirable that the bundles stack squarely one upon another.Although it is possible to use wooden battens at the top end of thecenter beam, this will tend to cause the top bundle to sit outwardly ofits neighbours. It has been observed that a thin wooden batten, of ¾″thickness may tend to bow inwardly between adjacent posts, and may notspread the wear load as much as may be desired. A 1½ inch thick woodenbatten may have a greater ability to resist this bowing effect. However,the space available for employing a batten may tend to be limited by thedesign envelope of the car. In as much as is advantageous to load thecar as fully as possible, and given that the design of the car mayusually reflect a desire to maximize loading within the permissibleoperational envelope according to the applicable AAR standard, the useof a relatively thick wooden batten may tend to push the outside edge ofthe top bundle outside the permissible operational envelope. Woodenbattens may also be prone to rotting if subject to excessive exposure tomoisture, or may be consumable wear items that may require relativelyfrequent periodic replacement.

It would be desirable to have an upper beam assembly that is integratedinto the structure, that is formed to spread the bearing load across alarger area, that would tend to resist the bowing phenomenon, that wouldtend not to require frequent replacement, and that would tend not to beprone to rotting.

SUMMARY OF THE INVENTION

In an aspect of the invention there is a center beam railroad car havinga longitudinal centerline. The railroad car is supported by rail cartrucks at either end thereof. The railroad car comprises a cargo supportstructure borne between the trucks, upon which cargo can be carried.There is a web work assembly including an array of posts mounted alongthe longitudinal centerline of the railroad car. The array extendsupwardly of the cargo support structure, and the array is bracedlongitudinally. An upper beam assembly surmounts the web work assembly.The upper beam assembly has cantilevered wings extending laterally ofthe longitudinal centerline. The railroad car has a load limit heightdefined at a level measured upwardly from the cargo support structure,and has a nominal load height that is less than the load limit height.The nominal load height is at least as great as 32 inches multiplied byQ, where Q is the integer quotient obtained by dividing the load limitheight by 32 inches. The web work assembly has at least one skirt membermounted thereto to define a longitudinally extending face against whichloads placed laterally outward thereof can bear. The skirt memberextends from a first height that is at least as high as the nominal loadheight to a second height that is at least six inches below the nominalload height.

In another feature of that aspect of the invention the first height isat least 2 inches above the nominal load height. In an additionalfeature of that aspect of the invention the first height is at least ashigh as the load limit height. In another additional feature of thataspect of the invention the distance between the first and secondheights is at least 12 inches. In still another additional feature ofthat aspect of the invention the distance between the first and secondheights is at least 24 inches. In yet another additional feature of thataspect of the invention the distance between the first and secondheights is at least 30 inches. In a further additional feature of thataspect of the invention the skirt member extends between two posts ofthe array.

In a still further additional feature of that aspect of the inventioneach of the posts is located at a longitudinal station along thelongitudinal centerline. The skirt member extends longitudinally over arange of distance that includes the longitudinal station of at least oneof the posts. The skirt member has a portion that is longitudinallydistant from one of the posts, and the reinforcement stiffens thelongitudinally distant portion.

In yet another additional feature of that aspect of the invention thecenter beam car has a first skirt member and a second skirt member. Thefirst skirt member has a first face for engaging loads placed laterallyto one side of the web work assembly, and the second skirt member has asecond face for engaging loads placed laterally to the other side of theweb work assembly. In still another additional feature of that aspect,the reinforcement is a web extending between the first skirt member andthe second skirt member.

In another aspect of the invention there is a center beam railroad carhaving a longitudinal centerline. The center beam car is supported byrail car trucks at either end thereof. The center beam railroad car hasa center sill extending between the trucks. There is a decking structureextending laterally of the center sill upon which loads can be placed.An open truss assembly extends upwardly from the center sill. An upperbeam assembly is mounted upon the open truss assembly. The upper beamstructure includes laterally extending wing portions and a vertical stemportion. The stem portion is mounted to the open truss assembly at ajoining interface, and the laterally extending wing portions are mountedto the stem. The stem includes a pair of longitudinally extending,laterally spaced apart, first and second skirt members. The first skirtmember has a first outwardly facing surface against which cargo placedlaterally outboard thereof can bear. The second skirt member has asecond outwardly facing surface against which cargo placed laterallyoutboard thereof can bear. The center beam car has an upper load limitheight defined at a level between the decking structure and thelaterally extending wings. The first and second skirt members arelocated to overlap the load limit height. The outside lateral dimensionof the stem matches the overall outside dimension of the open trussassembly at the joining interface.

In an additional feature of that aspect of the invention the stem andthe open truss assembly have slope continuity at the joining interface.In still another additional feature of that aspect of the invention theopen truss assembly has a taper from bottom to top and the first andsecond skirt members are angled to match the taper of the trussassembly. In still yet another additional feature of that aspect of theinvention the car conforms to AAR plate C, and 49 inches is at least asgreat as the distance from the first outwardly facing surface of thefirst skirt member to the limit of the AAR plate ‘C’ profile, measuredalong the load limit height boundary. In a further additional feature ofthat aspect of the invention the open truss assembly includes an arrayof upright posts spaced along the longitudinal centerline and bracing.The posts have notched upper ends; and the stem includes alongitudinally extending top chord member formed to seat in the notchedupper ends of the posts. In still a further additional feature of thataspect of the invention the top chord member includes a U-shapedpressing. The first and second skirt members are formed integrallytherewith. In still yet a further additional feature of that aspect ofthe invention the U-shaped pressing has a back and the first and secondskirt members have an inwardly stepped shoulder extending there alongfor seating in the notches of the posts.

In an additional feature of that aspect of the invention thelongitudinally extending top chord member is a channel having a back andlegs. The back is of a width to seat in the notches of the posts, andthe first and second skirt members are mounted to the legs. In anotheradditional feature of that aspect of the invention the longitudinallyextending top chord member is a tube. The first and second skirt membersare mounted to sides of the tube to leave a portion of the tubeextending downwardly beyond the first and second skirt members. Thenotches of the posts are formed to engage the downwardly extendingportion of the tube.

In still another additional feature of that aspect of the invention theopen truss assembly includes a plurality of upright posts spaced alongthe longitudinal centerline of the railroad car and diagonal bracingmounted thereto. Each of the posts has a width transverse to thelongitudinal centerline of the railroad car. The posts taper from awider portion adjacent to the decking structure to a narrower portion ata top end adjacent to the upper beam assembly. Each of the posts has anotch defined in the top and thereof. The stem is a top chord assemblyhaving a first U-shaped formed member seated in the notch. The firstU-shaped member has a back and upstanding legs. A second U-shaped,formed member has a back and downwardly extending legs. The legs of thefirst and second U-shaped members co-operate to define the skirtmembers. The legs of the first and second U-shaped members are formed atan angle matching the taper of the tapered posts.

In another aspect of the invention there is a center beam rail carhaving a longitudinal centerline. The center beam rail car is supportedby rail car trucks at either end thereof. The center beam railroad carhas a center sill extending between the trucks, a decking structureextending laterally of the center sill upon which loads can be placed,an open truss structure extending upwardly from. the center sill and anupper beam assembly mounted upon the open truss structure. The upperbeam structure includes laterally extending wing portions. The opentruss structure has a pair of longitudinally extending, laterally spacedapart, first and second skirt members mounted thereto. The first andsecond skirt members each have an outwardly facing surface against whichcargo placed laterally outboard thereof can bear. The center beam carhas an upper load limit height defined at a level between the deckingstructure and the laterally extending wings. The first and second skirtmembers are located to overlap the load limit height. The first andsecond skirt members have at least one reinforcement mounted laterallyinboard thereof to discourage lateral deflection of the faces when cargoplaced laterally outward thereof bears against the first and secondskirt members.

In a further aspect of the invention, there is a rail road car having alongitudinal centerline. It comprises a pair of rail car trucks and acenter beam assembly carried thereupon. The center beam assembly has alower flange assembly, an upper flange assembly, and a web assemblyextending between the upper and lower flange assemblies. The webassembly has a plurality of upwardly extending posts. The posts have alower region and an upper region. The web assembly has a non-consumableskirt mounted to the upper region of the posts. The skirt presents abearing surface. The bearing surface faces laterally outward relative tothe longitudinal centerline of said rail road car. Cargo can bearagainst the bearing surface.

In an additional feature of that aspect, the posts have a laterallyoutwardly facing flange, and the laterally outwardly facing skirt ismounted flush with the flange. In another alternative additional featureof that aspect of the invention, the posts have a laterally outwardlyfacing flange, and the skirt stands proud of said outwardly facingflange a distance less than ¾ inches. In still another additionalfeature of that aspect of the invention, the skirt is formed of a hollowcell material having an outwardly facing skin. In another alternativeadditional feature, the skirt is formed of a corrugated section with anouter skin against. which objects may bear. In a further additionalfeature of that aspect of the invention, the skirt is laterally inwardlyreinforced to discourage bowing thereof between adjacent pairs of posts.

In another aspect of the invention there is a center beam rail road carhaving a longitudinal centerline, the rail road car being supported byrail car trucks at either end thereof The railroad car has a cargosupport structure borne between the trucks, upon which cargo can becarried. The cargo support structure includes decking having a firstend, a second end, and upstanding bulkheads mounted at each of the firstand second ends. Each of the bulkheads has a base adjoining the deckingand an upper end upwardly distant therefrom. A web work assemblyincluding an array of posts is mounted along the longitudinal centerlineof the railroad car, the array extending upwardly of the cargo supportstructure. The web work assembly has a lower region adjacent to thecargo support structure, and an upper region distant from the cargosupport structure. An upper beam is located above the web work assembly.The upper beam runs between the upper ends of the bulkheads. The upperbeam member has at least one structural member mounted to the upperregion of the web work, the structural member having a longitudinallyextending face against which lading placed laterally outward of theposts can bear. A reinforcement member extends laterally inward of theface to discourage lateral deflection of the longitudinally extendingface.

In still another aspect of the invention there is a center beam railroadcar having a longitudinal centerline. The center beam railroad car issupported by rail car trucks at either end thereof. The center beamrailroad car has a center sill extending between the trucks; a deckingstructure extending laterally of the center sill, upon which loads canbe placed; an open web work structure extending upwardly from the centersill; and an upper beam mounted upon the open web work structure. Theupper beam is mounted to the open web work structure at a joininginterface. The upper beam has a pair of longitudinally extending,laterally spaced apart, planar members, the planar members each having asmooth outwardly facing surface against which cargo placed laterallyoutboard thereof can bear. The upper beam planar members have an outsidelateral dimension matching the open web work structure at the joininginterface.

In a further aspect of the invention, there is a center beam car havinga longitudinal centerline, the center beam car being supported by railcar trucks at either end thereof. The center beam rail car includes acenter sill extending between the trucks; a decking structure extendinglaterally of the center sill upon which loads can be placed; and an opentruss structure extending upwardly from the center sill. The open trussstructure includes an upper beam assembly mounted upwardly of, andparallel to, the center sill. The open truss structure includes an arrayof posts extending between the center sill and the upper beam assembly.The upper beam assembly has a pair of longitudinally extending,laterally spaced apart, planar members. The planar members each have anoutwardly facing surface against which cargo placed laterally outboardthereof can bear. The outwardly facing surfaces stand proud of theposts. The planar members each have a longitudinally extendingreinforcement mounted laterally inboard thereof to discourage lateraldeflection of the faces when cargo placed laterally outward thereofbears there against.

In still another aspect of the invention, there is a railroad car havinga longitudinal centerline. The railroad car has a pair of rail cartrucks and a center beam assembly carried thereupon. The center beamassembly has a center sill; a cargo support structure extendinglaterally of the center sill assembly; and a plurality of postsextending upwardly from the center sill. The cargo support structureincludes decking having a first end, a second end, and upstandingbulkheads mounted at each of the first and second ends. Each of thebulkheads has a base adjoining the decking and an upper end upwardlydistant therefrom. The posts have a lower region adjacent the centersill and an upper region distant from the center sill. A non-consumable,longitudinally extending upper beam assembly is mounted to the upperregion of the posts and runs between the upper ends of the bulkheads.The upper beam assembly includes a longitudinally extending structuralmember presenting a bearing surface facing laterally outward, againstwhich cargo can bear, the bearing surface being reinforced to discouragelateral deflection thereof.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 shows an isometric, general arrangement view of a center beam caraccording to the present invention;

FIG. 2 shows a side view of one half of the center beam car of FIG. 1;

FIG. 3a shows a cross-section of the car of FIG. 2 taken on section‘3a—3a’;

FIG. 3b shows a cross-section of the car of FIG. 2 taken on section‘3b—3b’;

FIG. 4a shows a detail of the section of FIG. 3;

FIG. 4b shows a side sectional view of the detail of FIG. 4a;

FIG. 5a shows a alternate detail to that of FIG. 4a;

FIG. 5b shows a side sectional view of the detail of FIG. 5a;

FIG. 6a alternate detail to that of FIG. 4a;

FIG. 6h shows a side sectional view of the detail of FIG. 6a;

FIG. 7a shows an alternate detail to that of FIG. 4a;

FIG. 7b shows a side sectional view of the detail of FIG. 7a;

FIG. 8a shows an alternate detail to that of FIG. 4a;

FIG. 8b shows a side sectional view of the detail of FIG. 8a;

FIG. 9a shows an alternate detail to that of FIG. 4a;

FIG. 9b shows a side sectional view of the detail of FIG. 9a;

FIG. 10 shows an alternate detail to that of FIG. 4a;

FIG. 11 shows an alternate detail to that of FIG. 4a;

FIG. 12a shows an alternate detail to that of FIG. 4a;

FIG. 12b shows an alternate detail to that of FIG. 12a;

FIG. 12c shows an alternate detail to that of FIG. 12a;

FIG. 12b shows an alternate detail to that of FIG. 12c;

FIG. 12e shows an alternate detail to that of FIG. 12c;

FIG. 12f shows an alternate detail to that of FIG. 12d;

FIG. 13 shows an alternate detail to that of FIG. 4a;

FIG. 14 shows an alternate detail to that of FIG. 4a;

FIG. 15 shows an alternate detail to that of FIG. 4a; and

FIG. 16 shows an alternate detail to that of FIG. 4a.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT

The description which follows, and the embodiments described therein,are provided by way of illustration of an example, or examples ofparticular embodiments of the principles of the present invention. Theseexamples are provided for the purposes of explanation, and not oflimitation, of those principles and of the invention. In the descriptionwhich follows, like parts are marked throughout the specification andthe drawings with the same respective reference numerals. The drawingsare not necessarily to scale and in some instances proportions may havebeen exaggerated in order more clearly to depict certain features of theinvention.

A center beam railroad car is indicated in FIG. 1 generally as 20. It iscarried on railroad car trucks 22 and 24 in a rolling direction alongrails in the generally understood manner of railcars. Car 20 has alongitudinal centerline 25 lying in a longitudinal plane of symmetry,indicated generally as 26 which intersects the kingpin connections oftrucks 22 and 24. It will be appreciated that aside from fittings suchas hand grabs, ladders, brake fittings, and couplers, the structure ofcar 20 is symmetrical about the longitudinal plane of symmetry, and alsoabout a transverse plane of symmetry 28 at the mid-length station of thecar. In that light, a structural description of one half of the car willserve to describe the other half as well.

The structure of a center beam car is analogous to a deep beam having atall central structure to approximate the web of a beam, or a web-likestructure or truss assembly, a wide flange at the bottom, and a wideflange at the top. In the case of railroad car 20, the central web-workassembly is indicated generally as 30 and runs in the longitudinaldirection (that is, the rolling direction of the car), the top flangefunction is served by a top truss assembly 32, and the lower flangefunction is performed by a lower flange assembly in the nature of alateral support structure 34, upon which cargo can be placed, and thatextends laterally outward to either side of a main center sill 36.

In detail, as shown in FIGS. 2, 3a and 3b, car 20 has at its lowestextremity main center sill 36, in the nature of a fabricated steel boxbeam that extends longitudinally along the centerline of car 20throughout its length, having couplers 38 mounted at either end. Crossbearers 40 extend outwardly from center sill 36 to terminate at a pairof longitudinal left and right hand side sills 42, 44 that also run thelength of the car. In the car illustrated, alternating cross-bearers 40and crossties 41 extend laterally outward from center sill 36 onapproximately 4 ft centers. Decking 46 is mounted to extend betweencross-bearers 40, and crossties 41 providing a shear connection betweenadjacent cross-bearers when side loads are imposed on the car. Taperedrisers 48 are mounted above the cross-bearers to form the base of a bunkfor carrying loads. Risers 48 are tapered so that loads stackedthereupon will tend to lean inwardly toward the centerline of car 20.The combined structure of center sill 36, cross-bearers 40, and sidesills 42, 44 and decking 46 provides a wide, lower beam or lower flangeassembly extending laterally outward from the longitudinal centerline ofcar 20.

At either end of car 20 there are vertically upstanding fore and aft endbulkheads 50 and 52 which extend from side to side, perpendicular to thecentral longitudinal plane 26 of car 20. Each of bulkheads 50 and 52 hasa base portion 53 adjoining decking 46, and an upper end 51 locatedupwardly away from decking 46. Running the full length of car 20 betweenend bulkheads 50 and 52 is an array 54 of upright posts 56, 57. Array 54is reinforced by diagonal braces 58, 59, that provide a sheer path forvertical loads.

As also shown in FIGS. 3a and 3b, the array 54 of posts 56 (and 57) issurmounted by an upper beam assembly 60 that runs between the upper ends51 of bulkheads 50 and 52. A deep beam top chord assembly is identifiedas 62. An open framework top truss 64 is mounted above, and connected todeep beam top chord assembly 62. Truss 64 has lateral wings 65 and 67that are mounted to extend outboard from the central plane 26 of car 20in a cantilevered manner. Truss 64 has longitudinal stringers 66, crossmembers 68, and web members 70 and 72.

Each of posts 56 has a central web 74 that lies in a vertical planeperpendicular to the plane 26 of car 20. Web 74 is tapered from a widebottom adjacent main center sill 36 to a narrow top. The wide bottomportion is about 13½ inches wide, and at the top portion the inwardtaper is such as to yield a 6 inch width of section at the junction oftop chord assembly 62 and top truss 64. At the outboard extremities ofweb 74 there are left and right hand flanges 76 and 78 that each lie ina longitudinal plane inclined at an angle a defined (from the vertical)by the slope of the taper of web 74. In the preferred embodiment, αisroughly 1.450°. At the top of each post 56, 57 web 74 has been trimmedback to a pair of tabs 80, 82 at the ends of flanges 76, 78. This yieldsa seat, socket, relief, or rebate in the nature of a generally U-shapednotch or slot 84 into which top chord assembly 62 can seat.

A horizontal cross-section of post 56 will generally have an H-shape,with web 74 lying centrally relative to flanges 76 and 78. Post 57, bycontrast, although tapered in a similar manner to post 56, has ahorizontal cross-section of a U-shaped channel, with its web being theback of the U, and the flanges being a pair of legs extending away fromthe back. Each diagonal member 58 (or 59) has a first end rooted at alower lug 86 welded at the juncture of the base of one of the posts 56and decking 46 and main center sill 36, and a second diagonal end rootedin an upper lug 88 at the juncture of another adjacent post 56 and topchord assembly 62. Midway along its length, diagonal beam 58 (or 59)passes through a post 57 intermediate the posts 56 to which diagonal 58(or 59) is mounted. It is intended that the respective flanges of thevarious posts 56 and 57 lie in the same planes on either side of thecentral plane 26 of car 20 to present an aligned set of bearing surfacesagainst which lading can be placed.

The incline of flanges 76 and 78 is such that they lie at roughly aright angle to the inward taper of risers 48 so that generally square orrectangular bundles can be stacked neatly in the clearance openings ofthe bunk defined between the underside of the top truss 64 and risers48.

In the preferred embodiment of FIGS. 2, 3a, 3b, 4a and 4b, upper beamassembly 60 can be defined as the combination of top chord assembly 62and top truss 64. It has a cross section in the shape, generally, of a‘T’, with the cross-bar of the T being defined by wings 65 and 67 of toptruss 64, and the stem 69 of the ‘T’ being defined by top chord assembly62, described more fully below.

Straps 92 are provided to attach to the out board, distal extremities ofwings 65 and 67 of top truss 64, to be wrapped outboard of the load, andto be tightened by a come-along, a winch, a pawl-and-ratchet type ofmechanism, indicated generally as 94, or similar tightening devicemounted to the respective side sill 42 or 44. An operator turnsmechanism 94 with the aid of an extension bar or handle (not shown).When tightened, straps 92 bear against the outboard, upper comers ofbundles indicated as 96, tending to force their inboard, upper regions,indicated generally as 98, most tightly against the upright carstructure that extends along plane of symmetry 26, namely array 54 andthe outer shank, or skirt of stem 69 of upper beam assembly 60.

The preferred embodiment illustrated in FIGS. 2, 3a, 3b, 4a and 4b hasan inside loading clearance indicated as ‘A’ of 137 3/16 inchesperpendicular to rungs 48. It also has a loading limit indicated as ‘B’extending perpendicular to the slope of web 74, at a height 132½ inchesabove, and measured perpendicular to, risers 48. The nominal load heightis then 132 inches for 4 bundles at 33 inches each, including dunnage.The nominal load height, in general, for 31½ inch bundles of kiln driedlumber is thus the largest integer multiple of 33 inches that is lessthan the load limit height. In the illustrations of FIGS. 2, 3a, 3b, 4aand 4b, this loading limit permits 49 inch wide bundles to fall withinthe loading envelope 39 defined by AAR plate ‘C’ as shown by dimension‘D’ in FIG. 3b. Dimension ‘D’ also permits a load 131 inches high and 51inches wide to fall within the desired loading envelope 39 of AAR plateC.

Deep beam section 90 is shown in cross-section in FIG. 4a. It includes afirst, or upper formed section 120 in the shape of an inverted U, havinga back 122 and left and right hand legs 124, 126. Legs 124, 126 aresplayed outwardly relative to the vertical at angle a to match the angleof the taper of the flanges of posts 56 and 57. Upper-formed section 120also has inwardly stepped shoulders 121 and 123 to accommodate themating ears of gusset plates 125 and 127 which join top truss 64 to topchord assembly 62. Deep beam section 90 also includes a second formedsection 130 that is generally U-shaped, having a back 132, and a pair ofleft and right hand legs 134 and 135. Legs 134 and 135 each have aproximal region 138, 139 relative to back 132 that is stepped inwardlyto form a shoulder 140 and a neck 142 of a size to nest between tabs 80,82 of post 56 (or 57). Tabs 80, 82 are formed by trimming back web 74locally to conform to the depth of shoulder 140. Legs 134, 135 also eachhave an inwardly stepped toe 148, 149 stepped inward a distance equal tothe wall thickness of legs 134, 135 such that toes 150, 151 of legs 124,126 of member 120 can overlap, and seat outside of, outside toes 148,149 respectively, and be fillet welded in place. Legs 134 and 135 areangled inward to yield slope continuity with both legs 124 and 126 andalso with flanges 76 and 78 of post 56 (or the corresponding flanges ofpost 57 as the case may be). That is, legs 134 and 135 are toed inwardat the same. angle from the vertical at which legs 124, 126 are splayedoutward such that the exterior surfaces are flush with, and lying in theplanes of, the respective flanges of posts 56 and 57. The exteriorsurfaces so defined can be termed skirts.

Gussets 152 and 154 are welded inside formed section 120 and 130respectively at longitudinal stations along the length of car 20corresponding to the various longitudinal stations of the webs of posts56 and 57 respectively, thus providing a substantially continuous webfrom main sill 36 to top truss 64. There is, however, a webdiscontinuity between gusset 152 and gusset 154 indicated by gap ‘G’,seen in FIG. 4b. In light of this discontinuity, gussets 152 and 154have a main web leg 156, 157 that, when installed, lies in the verticalplane of web 74 and a toe 158, 159 extending at a right angle therefrom,lying in a horizontal plane. The lateral edges of toes 158 and 159 arewelded along the inside faces of toes 148, 149 and 150, 151 respectivelyand extend a distance comparable to the width between the respectivetoes at that point. In the preferred embodiment the overall height oftop chord assembly 64 is 27 inches, with ¼ inch wall thickness on legs156, 157, 134 and 135. In the preferred embodiment the length of legs134, 135 is 13.5 inches, and the overall length of legs 156, 157 is 14.5inches. Nominally, shoulder 140 overlaps tabs 80 and 82 by 2 inches.That is, tabs 80, 82 extend 2 inches beyond web 74. Toes 158 and 159 areboth 6 inches long, and the nominal width of gap ‘G’is about 6.75inches.

In this way, when assembled, legs 134, 135 and 156, 157 form respectiveleft and right hand outwardly facing bearing surfaces against which aload may bear, and over which a reaction force to tension in thetightening straps can be spread. In the span between the stations ofadjacent posts 56 and 57, the skirts, or bearing surfaces, formed inthis way are reinforced by the laterally inward web, (that is, back 132)which connects both skirts (that is, legs 124 and 134, and legs 126 and135). The laterally inward reinforcement need not be immediately behindthe respective skirt or facing, but rather can be offset, as illustratedin FIG. 4a, with the influence of the web stiffening the face somedistance away. The web is “inward” of the skirts in the sense of lyingbehind, or shy of, the profile of the contact interface with the woodbundles, since the reinforcement lies toward the centerline of the railcar, rather than proud of, the respective skirt faces. In this way aninwardly disposed stiffener will not protrude and rub against an objectbearing against the outwardly facing surface of the respective skirt.

In an alternative embodiment shown in FIGS. 5a and 5b a deep beamsection 170 has left and right hand formed sections 172, 174 surmountedby a rectangular tube 176, upon which top truss 64 is mounted. Each ofsections 172, 174 has a main sheet 180, an inwardly stepped shoulder182, an inwardly extending leg 184 and an upturned toe 186. In place ofgussets 152 and 154, section 170 has gussets 188, 190 having a main,vertical leg 192, 193 and a horizontal leg 194, 195. Vertical legs 192,193 are contoured to match the inside wall shape of formed sections 172,174 respectively, and are located at longitudinal stations to correspondto the longitudinal stations of the webs of posts 56, 57, as above.Vertical legs 192, 193 are separated by a vertically extending gaphaving a width ‘H’. Once gussets 188, 190 are welded in place, formedsections 172, 174 are welded along the seam where legs 184 of sections172, 174 abut along the centerline of car 20. As above, the step insections 172, 174 is of a size to seat between tabs 80, 82 of posts 56(or 57), and the distal tips of main sheets 180 are fillet welded to theside faces of tube 176. As above, there is slope continuity between mainsheets 180 and the corresponding flanges 76, 78 of posts 56, 57.

In the alternative embodiment of FIGS. 6a and 6b, a deep upper beamassembly 200 has a pair of angle irons 202 and 204 welded longitudinallyinside tabs 80 and 82 of posts 56 and 57. Angle irons 202 and 204 eachhave an inwardly extending toe 206, 207 which bottoms on the cut edge ofweb 74, and an upwardly extending leg bent to conform to the slope offlanges 76 and 78 of posts 56 and 57. Beam 200 also has a pair of leftand right formed sections 208, 209 each having a main sheet portion 210,211, an inwardly extending leg 212, 213 and a re-entrant toe 214, 215.

On assembly, L-shaped gussets 216, 217 are welded in each of sections208, 209. Gussets 216 and 217 each have a profile to match the insideprofile of the upper regions of main sheet portions 210, 211, legs 212,213 and toe 214, 215. The toes of gussets 216 and 217 are welded alongtheir outboard edges to the inside face of main sheet portions 210, 211.Sections 208 and 209 are welded along the centerline seam betweenabutting toes 214 and 215. A further, main, gusset 220 is trimmed to ashape to permit welding of its top edge to the underside of the toes218, 219 of gussets 216, 217, its side edges to the inner face of thelower regions of main sheet portions 210 and 211; once welded in thismanner, the base leg 222 of gusset 220 can be welded to toes 206 and 207of angle irons 202 and 204, with a plug weld 223 formed to fill thelongitudinal gap therebetween. Gusset 220 is also trimmed to havereliefs 224, 225 to permit entry between the upwardly extending legs ofangle irons 202, 204. Gussets 216, 217 and 220 are located atlongitudinal stations that correspond generally to the longitudinalstations of posts 56 and 57 as the case may be. Legs 212, 213 ofsections 208, 209 form, ideally, a flat surface to weld to top trussassembly 62, as before. Similarly, when installed, main sheet portions210, 211 have slope continuity with flanges 76 and 78 of posts 56 and57.

In the alternative embodiment of FIGS. 7a and 7b, a deep upper beam 230has a pair of formed sections 232, 234, a rectangular steel tube 236, amain gusset 238 and minor gussets 240 and 242. On assembly, minorgussets 240 and 242 are welded inside the lower regions of formedsection 232 and 234, being shaped to conform to the shape of the lowerregion of outer main sheets 246, 248, inwardly stepped shoulder 250,252, and inwardly extending legs 254, 256. A gap ‘P’ is left between therespective inboard edges of gussets 240 and 242, and their outboardedges are welded to the inner face of main sheets 246, 248. Gussets 240,242 are trimmed to be clear of re-entrant toes 258, 260. Main gusset 238is welded upon minor gussets 240, 242, with its lateral edges welded tothe inside face of main sheets 232 and 234. Tabs 262, 264 at the distalends of main sheets 246, 248 embrace the outer side faces of steel tube234.

In the alternative embodiment of FIGS. 8a and 8b, a deep upper beamassembly 270 has a longitudinally extending inverted C-channel 272 uponwhich is welded a generally U-shaped formed section 274 having a back276 and upwardly extending legs 278, 280 bent to lie on the slopes ofthe flanges of posts 56 and 57, as above. The distal ends of legs 278and 280 abut the lower edges of a pair of skirt plates 282 and 284. Aweld is formed along the abutting edges of the legs and skirts. At theirfurthest ends, skirt plates 282, 284 are welded to the outside faces ofa 4″×6″ steel tube 290. Top truss assembly 62 surmounts assembly 270.Minor gussets 286 are welded inside C-channel 272 at the longitudinalstations of posts 56 and 57, as above, and gussets 288 are welded insidelegs 278, 280 and plates 282, 284 thereby providing a form to define theangular profile upon which they lie. As before, that profile is such asto yield a surface lying flush with the outer surfaces of posts 56 and57.

The alternate embodiment of deep beam 300 of FIGS. 9a and 9b is similarto that of FIGS. 8a and 8b, but differs insofar as C-channel 272 andformed section 274 have been combined into a singular formed section 302having inwardly stepped shoulders 304 to yield a plug shaped head 306,similar to that described in the context of FIGS. 4a. Further, ratherthan straight legs 278 and 280, formed section 302 has inwardly steppedtoes 308 and 310, again, similar to those shown in FIG. 4a. Skirt plates312 and 314, similar to skirt plates 282 and 284, again extend betweentoes 308 and 310 to terminate on the outer side faces of a rectangularsteel tube 316.

In this instance a large gusset 318 is welded inside section 302, andplates 312 and 314. Gusset 318 has a vertical leg 320 having a profilecut to yield the desired slope continuity with the flanges of posts 56and 57.

The alternate embodiment of deep beam 330 of FIG. 10 is similar to thatof FIG. 8a. However, as in FIG. 9a, C-channel 272 and formed section 274have been supplanted by a single formed section 332 having a back 334, apair of legs 336, 338 having inwardly stepped shoulders 337, 339 and apair of distal toes. A gusset 340 is mounted within formed section 332at each of the longitudinal stations of car 20 corresponding to thelongitudinal stations of the webs of posts 56 and 57, as describedabove. However, gussets 340 terminate in a horizontal leg lying shy ofthe tips of the distal toes of legs 336 and 338 such that another formedsection 342 can seat between them. Formed section 342 has a back 344,legs 346, 348 and shoulders 350, 352. An internal stiffener in thenature of a gusset 354 is located at each of the longitudinal poststations. Back 344 provides a horizontal web sufficiently close to toptruss assembly 62 that no rectangular steel tube is employed. As before,the outer faces of legs 346, 348 and legs 334, 336 are intended to liein the same planes as the flanges of posts 56 and 57. The external facesof each of formed sections 332 and 342 each extend about a foot indepth, relative to top truss assembly 62, and present, more or less, a 2foot wide skirt, or band, that overlaps the load limit, and the maximumloading height.

In the embodiment of FIG. 11, a deep beam assembly 360 is generallysimilar to deep beam assembly 330, but rather than have step-shoulderedformed sections it has a C-channel 362 for mounting between tabs 80 and82 as in FIG. 8a above, with gussets 364 mounted as described in FIG.8a. Above this is a first pair of angle irons 366, 368, bent to presentouter faces lying on the desired slope of the flanges of posts 56 and57. Angle irons 366, 368 are welded on a series of lateral gussets 370,again, at the longitudinal stations of vertical posts 56 and 57. Angleirons 366 and 368 are also welded along the tips of their inwardlyextending toes 372, 374. Another pair of angle irons 380, 382 are weldedon an array of gussets 384, and along a seam at their inwardly extendingtoes 385, 386, and mounted above angle irons 366 and 368, as shown, suchthat their generally upwardly extending legs, and the consequentskirt-like surface they present, lie flush with, and on the same slopesas, the respective flanges of posts 56 and 57.

The embodiment of FIG. 12a shows a half view of a retrofit installation.(As the section is symmetrical about the centerline of the car, only onehalf is illustrated.) An existing center beam post is shown as 400. Ithas a web 402 trimmed down to leave tabs 404 and 405 which lie to eitherside of, and are welded to, a rectangular steel tube 406 upon which atop truss assembly 408 is mounted. A skirt panel 410 is formed with astiffener in the nature of an inwardly bent toe 412. The length of mainleg 414 is roughly 2 feet, such that its outer face overlaps both themaximum load height and the load limit height. Toe 412 is trimmed toaccommodate the flanges of post 400 (analogous to posts 56 or 57). Anadditional reinforcement, or longitudinal stiffener, in the nature ofangle 416 of a length to lie between successive posts 400, is welded tothe inner face of main leg 414 at an intermediate level roughly halfwaybetween top truss assembly 408 and toe 412. Angle 416 will tend to causemain leg 414 to resist lateral deflection between adjacent posts 400,thereby tending to assist in maintaining main leg 414 in a position tospread loads placed against it. It is preferred that panel 410 be 3/16inches thick, but could be as thick as ½ or ⅝ inches. Although panel 410is preferably a metal sheet welded to posts 400, a different fasteningmeans, such as rivets, bolts or the like, could be used. A smooth steelface is preferred, but other metals, such as aluminum, could be used, ora suitable, rot resistant, UV resistant polymer could be selected,either as a solid sheet or as a face coating or layer, or sheet, upon ametal substrate. It is preferred that the material chosen be anon-consumable material, that is, one that may tend not to be prone torequire frequent replacement such as may be required if softwood lumberbattens are used, and also one that has little or no tendency to developwood rot or to support the growth of molds.

Panel 410 need not be integrally formed with bent toe 412, but could befabricated by using a flat sheet 420 as the external face plate, with anangle iron 422, or similar stiffener, welded along the inward facingbottom edge of the face plate between pairs of posts 400, as indicatedin the other half view shown in FIG. 12b.

FIG. 12c is again a half section, showing a hollow cell panel 424 inplace of panel 410. Hollow cell panel 424 has an external skin 426, aninternal skin 428, and an intermediate hollow cell core 427 for carryingshear between skins 426 and 428. The hollow cells usually have ahexagonal columnar shape, the columns running perpendicular to theskins. The thickness of hollow cell panel 424 has been exaggerated forthe purposes of illustration. Although skins 426 and 428 may be made ofsteel, they may also be made of other substances, such as structuralpolymers, reinforced polymers, aluminum, or other suitable material.

FIG. 12d is similar to FIG. 12c, but web 430 of post 432 has beentrimmed back to permit outwardly facing external face 434 of hollow cellpanel 436 to lie flush with flange 438 of post 432. Hollow cell panel436 is similar in construction to hollow cell panel 424, having a pairof skins and a hollow core.

FIGS. 12c and 12f correspond to FIGS. 12c and 12d respectively, andillustrate the use of a corrugated core sandwich, either standing proudof the flange of the post, as illustrated by sandwich 429 in FIG. 12e,or flush with a trimmed down flange 431 as shown by sandwich 433 in FIG.12f. The corrugated sandwiches have inner and outer metal skins, with areverse folded, corrugated core maintaining the skins in a spaced apart,parallel planar relationship.

In each of the embodiments illustrated in FIGS. 12a, 12b, 12c, 12d, 12eand 12f the vertical extent of the skirt can be chosen according to thelading customarily carried by the car. As noted above, in general theskirt overlaps the nominal loading height, and extends a modest distancebelow the nominal loading height, whether 6 inches, 12 inches, 18inches, 24 inches, 30 inches, or 36 inches. The skirt may also tend tooverlap the maximum load limit height, and, further still, to be joinedat a welded lap joint to the top chord, or top chord assembly.

The embodiment of FIG. 13 shows a deep beam assembly 440 that is similarto deep beam assembly 360 of FIG. 11 but does not have slope continuitywith the flanges of posts 56 and 57. Rather, the sides 442 and 444 ofdeep beam assembly 440 are parallel, and rise generally vertically.

The embodiment of FIG. 14 is similar to the embodiment of FIG. 13,except insofar as it has a single formed section 446 with shoulders 448in lieu of a C-channel 450 and section 452. Similarly, its upper formedsection 454 also has shoulders 456, in contrast to upper section 458 ofassembly 440.

In the embodiment of FIG. 15 deep beam assembly 470 has an invertedU-shaped formed section 472 having parallel legs 474, 476. A notch hasbeen cut in web 478 of post 480 such that a longitudinally extendingrectangular steel tube 482 can seat between tabs 484 and 486 of flanges488 and 490. The distal tips 492 and 494 of legs 474 and 476 are weldedalong the side faces of tube 482. In the embodiment of FIG. 16 a formedsection 500 is used in place of rectangular steel tube 482. In the casesof both FIG. 15 and FIG. 16, the overall depth of the side skirtsdefined by legs 474, 476 or 502, 504, is roughly half that of theembodiments of FIGS. 4a, 5a, 6a, 7a, and 8a, being roughly 1 foot. Thiswidth overlaps both the load limit height and the maximum load height.

In the preferred embodiment of FIGS. 2, 3a, 3b, 4a and 4b, legs 76 and78 extend from a root at the join to top truss 64 to a level below theupper load limit. Although other cargoes can be carried, the 132 and ½inch load limit corresponds to a stack of 4 bundles of sawn lumber, eachbundle being 32 inches thick and 49 inches wide for a total of 128inches, with 1 and ½ inch thick dunnage between the bundles, for anadditional 4 and ½ inches, legs 76 and 78 are roughly 24 inches long sothat the bottom edge of legs 76 and 78 will extend down half the heightof the top bundle to act as a skirt against which a larger bearing areaof the bundle can bear, as compared to the width of the flanges of posts56 by themselves. The skirt has a mid level reinforcement between itsupper and lower extremities, namely web stiffener 84 to discouragelateral deflection of the skirt, or bowing inward.

In alternative embodiments, the level of the bottom edge of the legscould be as little as one board (1 and ½ inches, kiln dried wood) belowthe top edge of the design bundle height, but is expected to be mostcommonly 12 inches, 24 inches (as in the preferred embodiment) or 30inches deep when measured from the join to the top truss.

It is possible to manufacture a generally similar center beam car tofall within the loading profile defined by AAR plate ‘F’, or some otherheight. In that case, the desired load limit height is the height thatis the largest integer multiple of 33 that is less than the clearanceopening. The minimum height of the bottom edge of the leg, or skirt, isdesirably 1 and ½ inches or more below the nominal load height,typically such that the overall height of the skirt is, nominally, aninteger multiple of 6 that is at least 12 inches. Preferably, the skirtextends to a height that is at least half way down the top bundle of thenominal design load, and possibly to a height that is the full depth ofthe top bundle.

Although the main deck could be a continuous decking structure, thisneed not necessarily be so. The main deck, or lower beam structure couldbe in the form of an open truss, or grid work. Car 20, is preferably acar of all-steel construction. However, although the web work assemblyof the center beam, and the top truss section is preferably a weldedsteel fabricated structure, it could be made of aluminum.

Various embodiments of the invention have now been described in detail.Since changes in and or additions to the above-described best mode maybe made without departing from the nature, spirit or scope of theinvention, the invention is not to be limited to those details, but onlyby the appended claims.

1. A center beam rail road car having a longitudinal centerline, therail road car being supported by rail car trucks at either end thereof,said railroad car comprising: a cargo support structure borne betweenthe trucks, upon which cargo can be carried; said cargo supportstructure including decking having a first end, a second end, andupstanding bulkheads mounted at each of said first and second ends; eachof said bulkheads having a base adjoining said decking and an upper endupwardly distant therefrom; a web work assembly including an array ofposts mounted along the longitudinal centerline of the rail road car,said array extending upwardly of said cargo support structure; said webwork assembly having a lower region adjacent to said cargo supportstructure, and an upper region distant from said cargo supportstructure; an upper beam located above said web work assembly, saidupper beam running between said upper ends of said bulkheads; said upperbeam having at least one structural member mounted to said upper regionof said web work assembly, said structural member having alongitudinally extending face against which lading in the form ofbundles of forest products having a length of at least 8 ft, and a depthof at least 16 inches placed laterally outward of said posts can bear,said bundles of forest products being oriented such that thelongitudinal axes of the bundles are parallel to the longitudinalcenterline of the rail road car; and a reinforcement member extendinglaterally inward of said face to discourage lateral deflection of saidlongitudinally extending face.
 2. The railroad car of claim 1 whereinsaid longitudinally extending structural member and said reinforcementmember are portions of a longitudinally extending, formed structuralsection.
 3. The center beam car of claim 1 wherein said car has a loadlimit height lying at a distance measured upwardly of said cargo supportstructure, and said face extends from a first height that is at least ashigh as said load limit height to a second height that is lower thansaid load limit height.
 4. The center beam car of claim 3 wherein thedistance between said first and second heights is at least 12 inches. 5.The center beam car of claim 3 wherein the distance between said firstand second heights is at least 24 inches.
 6. The center beam car ofclaim 3 wherein the distance between said first and second heights is atleast 30 inches.
 7. The center beam car of claim 1 wherein said faceextends between two posts of said array.
 8. The center beam car of claim1 wherein: said face extends longitudinally past at least one of saidposts; said face has a portion that is longitudinally distant from saidone of said posts; and said reinforcement stiffens said longitudinallydistant portion.
 9. The center beam car of claim 1 wherein said centerbeam car has a pair of said faces, one of said faces being located toengage loads placed laterally to one side of said web work assembly, andthe other of said faces being located to engage loads placed laterallyto the other side of said web work assembly.
 10. The center beamassembly of claim 9 wherein said reinforcement is a web extendingbetween said pair of faces.
 11. A center beam rail road car having alongitudinal centerline, the center beam rail road car being supportedby rail car trucks at either end thereof, said center beam rail road carcomprising: a center sill extending between said trucks; a deckingstructure extending laterally of said center sill, upon which loads canbe placed; an open web work structure extending upwardly from saidcenter sill; an upper beam mounted upon said open web work structure,said upper beam being mounted to said open web work structure at ajoining interface; said upper beam having a pair of longitudinallyextending, laterally spaced apart, planar members, said planar memberseach having a smooth outwardly facing surface against which cargo ladingin the form of bundles of forest products having a length of at least 8ft and a depth of at least 16 inches placed laterally outboard thereofcan bear, said bundles of forest products being oriented such that thelongitudinal axes of the bundles are parallel to the longitudinalcenterline of the rail road car; and said upper beam planar membershaving an outside lateral dimension matching said open web workstructure at said joining interface.
 12. The center beam rail road carof claim 11 wherein said upper beam and said open web work structurehave slope continuity at said joining interface.
 13. The center beamrail road car of claim 12 wherein said open web work structure has ataper from bottom to top and said planar members are angled to match thetaper of said web work structure.
 14. The center beam rail road car ofclaim 11 wherein: said open web work structure includes an array ofupright posts spaced along said longitudinal centerline; said posts havenotched upper ends; and said upper beam has a longitudinally extendingchord member formed to seat in said notched upper ends of said posts.15. The center beam railroad car of claim 14 wherein said chord memberincludes a U-shaped pressing, said planar members being formedintegrally therewith.
 16. The center beam rail road car of claim 15 whensaid U-shaped pressing has a back and said planar members have aninwardly stepped shoulder extending therealong for seating in saidnotches of said posts.
 17. The center beam rail road car of claim 14wherein said longitudinally extending chord member is a channel having aback and legs, said back being of a width to seat in said notches ofsaid posts, and said planar members being mounted to said legs.
 18. Thecenter beam rail road car of claim 14 wherein said longitudinallyextending top chord member is a tube, and said planar members are sideportions of said tube.
 19. The center beam railroad car of claim 11wherein: said web work structure includes a plurality of upright postsspaced along the longitudinal centerline of said railroad car anddiagonal bracing mounted thereto; each of said posts has a taperingwidth transverse to said longitudinal centerline of said rail road car,said posts tapering from a wider position adjacent to said deckingstructure to narrower portion at a top end adjacent to said upper beam;each of said posts has a notch defined in said top end thereof; saidupper beam has a first U-shaped formed member seated in said notch, saidfirst U-shaped member having a back and upstanding legs; a secondU-shaped, formed member having a back and downwardly extending legs;said legs of said first and second U-shaped members co-operate to definesaid planar members; and said legs of said first and second U-shapedmembers are formed at an angle matching the taper of said posts.
 20. Thecenter beam rail road car of claim 11 wherein: said posts have notchedupper ends; and said upper beam assembly has a longitudinally extendingchord member formed to seat in said notched upper ends of said posts.21. The railroad car of claim 11 wherein said planar members are eachformed of a hollow cell material.
 22. The railroad car of claim 11wherein said planar members are each formed of a corrugated section withan outer skin, said outer skin defining said smooth, outwardly facingsurface.
 23. The railroad car of claim 11 wherein said planar membersare laterally inwardly reinforced to discourage bowing thereof.
 24. Therailroad car of claim 11 wherein said upper beam includes alongitudinally extending tube.
 25. A center beam car having alongitudinal centerline, the center beam car being supported by rail cartrucks at either end thereof, said center beam rail car comprising: acenter sill extending between said trucks; a decking structure extendinglaterally of said center sill upon which loads can be placed; an opentruss structure extending upwardly from said center sill; said opentruss structure including an upper beam assembly mounted upwardly of,and parallel to, said center sill; said open truss structure includingan array of posts extending between said center sill and said upper beamassembly; said upper beam assembly having a pair of longitudinallyextending, laterally spaced apart, planar members, said planar memberseach having an outwardly facing surface against which cargo lading inthe form of bundles of forest products having a length of at least 8 ftand a depth of at least 16 inches placed laterally outboard thereof canbear, said bundles of forest products being oriented such that thelongitudinal axes of the bundles are parallel to the longitudinalcenterline of the rail road car; said outwardly facing surfaces standingproud of said posts; and said planar members each having alongitudinally extending reinforcement mounted laterally inboard thereofto discourage lateral deflection of said faces when cargo placedlaterally outward thereof bears there against.
 26. The center beamrailroad car of claim 25 wherein said longitudinally extendingstructural member and said reinforcement member are portions of alongitudinally extending, formed structural section.
 27. The center beamcar of claim 25 wherein said car has a load limit height lying at adistance measured upwardly of said cargo support structure, and saidface extends from a first height that is at least as high as said loadlimit height to,a second height that is lower than said load limitheight.
 28. The center beam car of claim 27 wherein the distance betweensaid first and second heights is at least 24 inches.
 29. The center beamcar of claim 27 wherein the distance between said first and secondheights is at least 12 inches.
 30. The center beam car of claim 27wherein the distance between said first and second heights is at least30 inches.
 31. The center beam car of claim 25 wherein said center beamcar has a pair of said surfaces, one of said outwardly facing surfacesis located to engage lading placed laterally to one side of said posts,and the other of said outwardly facing surfaces is located to engagelading placed laterally to the other side of said posts. between saidsurfaces.
 32. The center beam car of claim 31 wherein said reinforcementis a web extending.
 33. The center beam railroad car of claim 25 whereinsaid posts have outwardly facing flanges, and said flanges and saidsurfaces lie in parallel planes.
 34. The center beam rail road car ofclaim 25 wherein said posts have a taper from bottom to top and saidsurfaces are angled to match the taper of said posts.
 35. The centerbeam railroad car of claim 25 wherein said upper beam assembly includesa U-shaped pressing, said surfaces being formed integrally therewith.36. The center beam rail road car of claim 35 wherein said U-shapedpressing has a back and an inwardly stepped shoulder for seating in saidnotches of said posts.
 37. The center beam rail road car of claim 25wherein said upper beam assembly includes a channel having a back andlegs, said back being of a width to seat in said notches of said posts,and said legs defining said surfaces.
 38. The center beam rail road carof claim 25 wherein said upper beam assembly includes a longitudinallyextending top chord member, said top chord member is a tube, said tubehas side portions, and said surfaces are defined by said side portionsof said tube.
 39. The railroad car of claim 25 wherein said posts have alaterally outwardly facing flange, and said surface stands proud thereofa distance less than ¾ inches.
 40. The railroad car of claim 25 whereinsaid planar members are each formed of a hollow cell material having anoutwardly facing skin.
 41. The railroad car of claim 25 wherein saidupper beam assembly includes a tube, said laterally spaced apart planarmembers being sides of said tube.
 42. A rail road car having alongitudinal centerline, comprising: a pair of rail car trucks and acenter beam assembly carried thereupon; said center beam assembly havinga center sill; a cargo support structure extending laterally of saidcenter sill assembly; and a plurality of posts extending upwardly fromsaid center sill, said cargo support structure including decking havinga first end, a second end, and upstanding bulkheads mounted at each ofsaid first and second ends; each of said bulkheads having a baseadjoining said decking and an upper end upwardly distant therefrom; saidposts having a lower region adjacent said center sill and an upperregion distant from said center sill; a non-consumable, longitudinallyextending upper beam assembly mounted to said upper region of said postsand running between said upper ends of said bulkheads, said upper beamassembly including a longitudinally extending structural memberpresenting a bearing surface facing laterally outward, against whichcargo lading in the form of bundles of forest products having a lengthof at least 8 ft and a depth of at least 16 inches can bear, saidbundles of forest products being oriented such that the longitudinalaxes of the bundles are parallel to the longitudinal centerline of therail road car; said bearing surface being reinforced to discouragelateral deflection thereof.
 43. The railroad car of claim 42 whereinsaid posts have a laterally outwardly facing flange and said laterallyoutwardly facing bearing surface is mounted flush with said flange. 44.The railroad car of claim 42 wherein said posts have a laterallyoutwardly facing flange, and said bearing surface stands proud thereof adistance less than ¾ inches.
 45. The rail road car of claim 42 whereinsaid longitudinally reinforced structural member is formed of a hollowcell material having an outwardly facing skin.
 46. The rail road car ofclaim 42 wherein said longitudinally reinforced structural member isformed of a corrugated section with an outer skin against which objectsmay bear.
 47. The rail road car of claim 42 wherein said longitudinallyreinforced structural member is laterally inwardly reinforced todiscourage bowing thereof between adjacent pairs of said posts.
 48. Therail road car of claim 42 wherein said longitudinally reinforcedstructural member is a tube.
 49. The rail road car of claim 42 whereinsaid posts have a laterally outwardly facing flange, and said bearingsurface stands proud thereof.
 50. The railroad car of claim 42 whereinsaid planar members are each formed of a corrugated section with anouter skin against which objects may bear.